Marty3d

The Continental engine has a 2900 rpm redline. 2800 is preferred. It specs at 265 hp, 540 ft-lbs. I checked up on the HT740, seems it fits everything from 6-71's to 8v92ti's to series 60 detroits and cummins - with an SAE #1 bellhousing. That specs to 21.75" OD, and that is something I can check on. I don't know the differential ratios, or even the top speed of this rig - so far I have only been able to drive it backwards. If I can locate the ratios, I can calculate road speeds. The HT740 maxes out at 1.00:1 with a lockup TC, same as the Spicer.

The Turbomatic is approximately 3 ft long. I can go shorter, but not longer as there is a very short driveshaft from the tranny to the fire pump (only about 14"). I also don't know the details of the engine-transmission connection. I would hope that it is a standard SAE flywheel/bellhousing but I don't know which size yet. Were I to go that route, I would be seriously tempted to install a modern diesel (that 749 cubic inch 6 cylinder gas motor would make an awesome rat rod).

Ok, it's raining today so no work under the truck. I am headed out to look at a milling machine - another bit of old iron. I will post photos and what I have been up to ... probably Thurs as the forecast is for Sun. Still no summer here.

I found this forum via a search which included his post. I have e-mailed him with no response. I hope that he is well and can respond.

Total newbie here. I just bought a 1960 American LaFrance model 900 fire truck with a Continental 749cid gas inline 6 and a Spicer 2-speed turbomatic transmission (model 184). (no, I really don't have any good sense) The truck runs about like it is supposed to - but only in reverse (which is how I drove it home). The transmission is, to my mind anyway, an ingenious novelty. It has an air-disengaged friction clutch in front of a separate torque converter. After the torque converter it has an overrunning clutch and a large splined drum with a shift collar. Low gear is simply driving through the converter. High gear is engaged by a hydraulic clutch pack and engages the drive shaft directly from the friction clutch to the output shaft. The overrunning clutch allows it this to happen and turn faster than the torque converter would have it. But, it's not working...anybody out there know about these things? I can find very little information anywhere, save for a few older posts on this site.